Steam-engine.



7 H. O. HEM.

STEAM ENGINE.

. APPLICATION FILED FEB. 12,-1912.

Patented Jan. 14, 1913.

3 SHEETS$HEET 1.

H. 0. HEM.

STEAM ENGINE.

APPLICATION FILED 313.12, 1912 Patented Jan.14,1913;

H. 0. HEM. STEAM ENGINE.

APPLIGATION FILED FEB 12 1912 Patented Jan. 14, 1913.

3 SHEETS SHEET 3.

UNITE El STATES AEN FFlfiE.

HALVOR 0. HEM, OF KANSAS CITY, MISSOURI.

STEAM-ENGINE.

To all whom, it may concern:

Be it known that I, HALvoR O. HEM, a citizen of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have invented certain new and useful Improvements in Steam-Engines, of which the following is a specification.

This invention relates to steam engines of that type having separate intake and exhaust valves at each end of the cylinder, and means whereby said valves are operated in a manner analogous to that of the Corliss type of valves, in which the intake valves are operated by releasing gear as distinguished from the type of engine under consideration in which the intake valves remain positively connected with their actuating appliances, my special object being to produce a valve actuating mechanism in which each intake valve will be stationary on expansion and exhaust for about one-half of each revolution of the crank shaft and yet remain engaged with its actuating appliance in order that the engine may be operated at greater speed than is possible with the Corliss engine.

A further object is to produce mechanism of the type outlined which will operate efficiently and embodies the desirable features of simplicity, strength and durability.

With these objects in view the invention consists in certain novel and peculiar features of construction and combinations of parts as hereinafter described and claimed; and in order that the invention may be fully understood reference is to be had to the accompanying drawings, in which Figure 1, is a fragmentary plan view of a steam engine embodying my invention. Fig. 2, is a face view of the same on a smaller scale, and also illustrates diagrammatically the connect-ions between the crank shaft and the valve-operating mechanism. Fig. 3, is an enlarged vertical section of the cylinder and the valves ofthe engine, and also shows in elevation, the mechanism for operating the valves. Fig. 4, is a detail perspective view of the mechanism for operating one of the intake valves of the engine. Fig. 5, is an enlarged fragmentary section of the cylinder and an intake valve and shows diagrammatically the action of the Specification of Letters Patent.

Application filed February 12, 1912.

Patented J an. 14:, 1913.

Serial No. 677,154.

valve-operating mechanism. Fig. 6, is a similar view, showing one of the exhaust valves and the mechanism for operating the same.

In the said drawings Where like reference characters identify corresponding parts in all the figures, 1 is an engine, 2 the cylinder thereof, 3 the inlet ports, at and 4 the intake valves, 5 the exhaust ports, and 6 and 7 the exhaust valves.

8 and 10 are the arms of the intake valves and 9 and 11 are the arms of the exhaust valves.

12 is the piston in the cylinder, and 13 the piston rod for connection in the customary manner to the cross head and crank shaft 1 1.

16 is a housing secured to the side of the engine frame near the cylinder, and 17 is a bonnet projecting out-ward from said housing and in conjunction with the same forming a journal bearing for the rock shaft 18 provided at its front end with a crank arm 19, the connection between a variable throw eccentric (not shown) and the crank arm 19 being indicated by the rod 20, Figs. 2 and 5.

Vertically below the shaft 18, is a stub shaft 21, and pivotally suspended therefrom is an exhaust rock-plate provided with a forwardly-projecting pin 22 connected by a rod 23 (shown in Figs. 2 and 6) to another eccentric, not shown, on the crank shaft 14, and projecting outward and inward from the exhaust rock-plate at opposite sides of pin 22, are pins 24 and 25, the former being adapted to be connected pivotally by a connecting rod 24: to the exhaust-valve arm 9, and pin 25, to the exhaust-valve arm 11, by rod 25; said rods 24 and 25 being indicated by dotted lines.

26 is a rocker plate rigidly secured to and depending from shaft 18, and pivotally connected to the lower ends of the same are links 27, pivoted at their opposite ends to the upper ends of links 28, pivotally connected at their lower ends to the outer ends of auxiliary crank arms 29, of suitablyjournaled auxiliary rock-shafts 30, and the latter are provided with upwardly-projecting arms 31 connected by rods 32 (shown by single lines in full, in Fig. 5, and by single dotted lines, Fig. 2), to the intake valves 4 and l Pivotally pendent from fixed points oted at their lovveends lever links 27 about medially thcreoi' and forming a inoving fulcrum for said lever links.

l fith the pa ts in t 1e position shown most cl early in Fig. 3, it Will. be noticed that the intake valves are closed on lap. r'tvssumii 3, that the rotation of the crank shaft causes rod 20 to move in the direction indicated by the arrow, l? 5, it will be seen that rockerplate 26 swings in the same direction through points, a, b, (1, cl, 6, and j and through lever link 27 imparts movement to link 28 in the direction indicated by the arrow adjacent thereto inFig. 5, through points f], it, i, 7', It, and Z, and that to accommodate this movement the governoarm swings in the di rection indicated by the adjacent arrow, Fig. 5, through a corresponding number oi points indiflated on the dotted lines con necting the points a and g, o and it, c and i, (Z and j, c and 7c, and f and Z, this movement occurring obviously Without ailecting the position oi the valve. the rod 20 reverses the movement of the crank arm 19,

33 of the engine, are gOV01101 arms 34-, pivi Inn the latter swings back until it is again vertical, and in such movemei'itreturns parts 26, 27, and to their original position. As such reverse movement carries arm 19 beyond the position indicated, the governor arm 33 i, throu h lever link 27, and link 28 rocks auxiliar aft 30 so that its arm 29 shall move upwardly and its arm 31 toward the l'Cl'i'l'ftll plane of shaft 18, and therefore through rod 3? swing valve arm 8 in the di root-ion indicated by the adjacent arrow Fig. 5, and thus turn the connected valve t so as to open comm ication between port 3 and the interior of tilt cylinder, the parts being so proportioned. that until rocker-plate 26 attains the poll 'on m the valve remains on lap, as such movement of the valve at such time is approximately from point n to point 0 As the roeker-plate :26 moves from point m to point g7 which is the limit oi" movement With maximum load in that direction, the valve moves rapidly from point 0 to point and sutliciently open to admit steam to the cylinder at inaximum load and force the piston to the right, it leing understood that as the left hand intake valve is oiera'ed as described, the

right hand exhaust v, is opened to per nit the steam ahead oi the piston to dis charge from the cylinder. its the arm 19 swings on said reverse movement beyond the vertical position and thus ellects the opening of the left hand intake valve l, it swings the right hand links 2? and 28 and right hand governor 3t inoperatively with out a'tl ecting the right hand intake alve. in other words it will be apparent that the movements of the crank arm 19 to the right of a vertical. position and back to such positicn result in the opening and closing of the ett hand intake valve and do not affect the *sition oi the right hand intake valve, and sat the movements of said crai k arm to he left from a vertical position and back to l s eh position evl'ect the opening and closing the right hand intake valve Without at ecting the position of the left hane intake valve, and that during about one half oi the revolution ot the cank shalt, viz, While arm 15) swinging from a vertical position to the left and back again, the left hand valve is stationary and the right hand valve is opened 1d closed, and while swinging from a vertical position to the right and back. again, the left hand intake valve is opened and closed and the right hand intake valve remains stationary. it. will also be apparent that the first half of the movement of the crank arm 19 to the right "from its initial or vertica position, moves governor link in the same direction from its initial or full line position Fig. 5, to dotted position 0, and. in such movement lever link 2? causes the upper end of link to start on its movement from its initial point, Fig. 5

to point a, the tCtlUll with maxin'nun load swinging the bell crank until its arms 29 and ill attain the positions shown by dotted lines 5'' and a respectively.

Assuming that the piston is moving to the left undr er oansien and that the exhaust valve 6 is performing its closing operation, it "will be seen that the pressure v-rit-hin the cylinder between the piston and said (2X- haust valve and intake valve l is raised to the amount retpiired for compression and that under s h pressure and the pressure of the steam iii-om port leading to valve 4t, the valve is practically balanced. vl hile thus balanced and as the piston stroke ter j.

minates, said valve starts to open through movement ol crank arm 19 to the right from its vertical or initial )osition, the valve moving over its lap, that is from a to 0. ln the firs part of said movement of the said 0 'ank arm 19 and with. the maximum load, the said crank arm swings its maximum distance so as to open the port ividely from n to and on its return movement when crank arm 19 attains its central position, the valve is closed. The travel of the crank arm 19 is variable, swinging to extremes, shown in -with maximum load, and having a shor or range of movement between such errvvith a lighter load.

travel only from m c, on which. travel the valve will only move baa and forth on the lap-hut as the laid on the engine increases, the movement of the eccentric increases, anl a "111 26 may travel to any point betiveen the points and p. it will therefore be understood that the valve will always travel. the same on the with a light lap but that the'port opening and the per- The operations of the exhaustvalve and the connections thereto are old and are illustrated simply to show the relative positions of the various valves of thecylinder.

From the above descriptionit will be apparent that I have produced an engine having a cylinder provided with an intake valve at each end and mechanism whereby each of said valves remain inactive during one-half of each revolution of the crank shaft, and which in opening, moves slowly for approximately one-third of its move ment, and then rapidly for the remaining two-thirds of its movement, and which in closing will move rapidly until on lap and then slowly until it attains its limit of closing movement, and it is to be understood that I reserve the right to make such changes as properly fall within the spirit and scope of the appended claims.

I claim 1. An engine comprising a cylinder, an intake valve, an arm therefor, a rocker plate, a lever link having a movable fulcrum between its ends and pivoted at one end to the rocker plate, and means linking the other end of the lever link to the valve arm.

2. An engine comprising a cylinder, an intake valve, a rocker plate, a lever link having a movable fulcrum between its ends and pivoted at one end to the rocker plate, and means actuated by movement of the other end of said lever link for operating the valve.

3. An engine comprising a cylinder, an intake valve therefor, a pair of auxiliary rock arms in rigid relation to each other, a rocker plate, connections between one of said rock arms and the valve, a link pivoted to the other of said pair of rock arms, a lever link pivotally connecting said rocker plate and said last-named link at the free end of the latter, and a swinging governor pivoted at its free end to the lever link between the ends thereof and forming a movable fulcrum therefor.

4. An engine, comprising a cylinder, an intake valve therefor, an arm for said valve, a pair of rock arms in rigid relation to each other, a link pivotally connecting the free end of one of said pair of rock arms with the arm of the valve, a link pivoted to the free end of the other of said pair of rock arms, a rocker plate, a lever link pivotally connecting said rocker plate with the free end of the second link, and a suitable swinging governor arm pivoted at its free end to the lever link between the ends of the same, the said second link and said governor arm projecting in opposite directions from the lever link.

5. An engine, comprising a cylinder, a pair of intake valves therefor, a rocker plate,

oppositely projecting arms, links pivoted to the outer ends of said arms, lever links connecting the first-named links with said rocker plate, pivoted governors pivotally connected at their free ends to the said lever links, arms bearing a rigid relation to said ,rock arms, andsuitable connect-ions between said rigid arms and the valves.

6. An engine, comprising a cylinder, a pair of intake valves, a rocker plate, oppositely projecting rock arms, links pivoted to the outer ends of said arms, lever. links connecting the first-named links with said rocker plate, pivoted governors pivotally connected at their free ends to the said lever links, arms bearing a rigid relation to said rock arms, arms movable with the valves, and links pivotally connecting the free ends of said arms with the said rigid rock arms.

7. An engine, comprising a cylinder, an intake valve for each end thereof, a rocker plate adapted to swing successively from its initial position in both directions and back to such position, an arm rigid with each valve, a pair of rock arms suitably pivoted at a fixed point on the engine, links connecting the free ends of said rock arms with the arms of the valves, a rock arm rigid with each of the first-named pair of rock arms, a link pivoted to the free end of each of said rigid rook arms, a lever link pivotally connecting the free end of each of the last-named links with the rocker plate at opposite sides of and at equal distances from its axis, and a pair of governors pivoted at their upper ends to fixed points on the engine and each pivotally connected at its lower end to one of the pair of lever links between the ends of the same.

8. An engine, comprising a cylinder, an intake valve for each end thereof, a rocker plate adapted to swing successively from its initial position in both directions and back to such position, an arm for each valve, a pair of arms suitably pivoted at fixed points to the engine, links connecting the free ends of said arms with the arms of the valves, a rock arm rigid wit-h each of the first-named pair of rock arms, a link pivoted to the free end of each of said rigid arms, a lever link pivotally connecting the free end of the last-named links with the rocker plate at opposite sides of and equal distances from its axis, a pair of governors pivoted at their upper ends to fixed points of the engine and each pivotally connected at its lower end to one of the lever links, a crank arm rigid with the rocker plate, and means for swinging said crank arm.

9. An engine, comprising a cylinder, an intake valve therefor, and valve-operating means adapted under certain operations to have no eit'ect on the valve and under oeropposite direction and back to said initial 10 tain other operetlons to open and close the position shall open and close the valve.

valve. In testimony whereof ll affix my signature,

10. An engine comprising a cylinder a in the presence of twovvitnessesn valve therefor, L l'00l plate, and neens HALVOR U HEM.

whereby movement of the rock plate in one direction and back to its original position Witnesses:

shall he inoperative as regards the valve and HELEN C. RODGERS? from said original or initial position in the G. I. Tnonrn.

Copies of this patent may he obtained for five cents each, by addressing the flommissioner of. Watenta, Washington, 1'). Q, 

